To be honest, it’s a bit of a no-brainer. This sounds like it makes a lot of sense? Is this really TG.com? If electric is to make sense, then delivery stuff that has a set usage profile and tends to be bombing around within a 150-mile a day boundary is a cracking place to start. Start to do the sums, and even though they cost a bit initially, the TCO or ‘total cost of ownership’ over a period with a properly set up fleet can start to look very attractive. ![]() ![]() They’re quiet - no dieselly idling during stops - they’re easy to operate and monitor, they produce no local emissions, they can slip into low-emission zones without charge and they generally end up at a depot at night for cost-effective refuelling. That’s not a problem for Dave’s Plumbing (other Daves are available), but if you’re DPD or Amazon with fleets in the tens of thousands, it makes a big difference.īut the fact remains that electric delivery vans are absolutely suited to their use cases in the main. Suffice to say, very broadly, small e-vans can get up to £5k off the new price, and the more heavyweight stuff up to 16, but you’re limited to 1,000 vehicles. It probably doesn’t help that the UK government keeps tweaking the goalposts with the grants - just like electric cars - with manufacturers like Ford trying to hit a moving target. With those kinds of barriers to entry, both large-ish fleets and smaller users found it hard to justify making the switch to electric, even if customers were demanding greener delivery options. Which means very long-term payback strategies and that your ‘real world’ has to be pretty local and have access to lots of convenient charging. If you’d experienced electric full-sized vans up to now, they’d have had a point some of the big stuff was rolling into the party with real-world ranges of 80-ish miles and eye-watering list prices. There are elements that think if it’s not diesel, it ain’t a working vehicle, citing range and flexibility over everything.
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